An electric motor turbine-type fuel pump having an impeller with a plurality of circumferentially spaced vanes disposed about the periphery of the impeller with each vane being inclined relative to a plane defined by the axis of rotation of the impeller and a radius of the impeller extending to a leading face of that vane with the leading face of each vane having a generally concave or cup shape. The vanes have a base connected to a main body of the impeller and a free end or tip radially outwardly of the base. Preferably, the vanes are inclined such that the tip trails the base as the impeller rotates and are generally arcuate along both their axial and radial extent. This orientation of the vane and the concave or cup shape of each vane improves the circulation of the fuel about the periphery of the impeller to improve the efficiency of the fuel pump. More specifically, the inclined or canting of the vanes is believed to improve the flow of fuel into a pocket defined between adjacent vanes and the concave or cup shape of the vanes is believed to help direct the fuel discharged from the pocket forward relative to the direction of rotation of the impeller.

Patent
   6113363
Priority
Feb 17 1999
Filed
Feb 17 1999
Issued
Sep 05 2000
Expiry
Feb 17 2019
Assg.orig
Entity
Large
22
23
all paid
1. An impeller for a turbine type pump comprising:
a circular impeller body constructed to rotate about an axis and having a pair of generally axially opposed faces;
a plurality of circumferentially spaced vanes extending from the periphery of the impeller body, each having a base portion adjacent the impeller body, a tip radially outward of the base and an axially extending leading face having a pair of generally axially opposed edges, each vane is generally inclined at an acute included angle relative to a plane defined by the axis of rotation of the impeller and a radius of the impeller including a point on an axial edge of the leading face at the base of the vane such that the leading face of the tip of the vane is circumferentially spaced from and trailing the leading face at the base of that vane relative to the direction of rotation of the impeller body, at least a portion of the leading face of each vane located radially inwardly of the tip of the vane is disposed circumferentially spaced from and trailing the leading face of the tip relative to the direction of rotation of the impeller body, and at least a portion of the leading face of each vane between the axially opposed edges of the leading face is circumferentially spaced from and trailing the axially opposed edges of the leading face of its vane.
8. An electric motor turbine type fuel pump comprising:
a housing having an inlet through which fuel is drawn, an outlet through which fuel is discharged under pressure and a fuel pumping channel communicating with the inlet and the outlet;
an electric motor including a rotor journalled for rotation within the housing; and
an impeller coupled to the rotor for co-rotation therewith and having a circumferential array of vanes extending generally radially from the impeller into the fuel pumping channel, each vane has a base, a tip radially outwardly of the base and an axially extending leading face having a pair of generally axially opposed edges and each vane is generally inclined at an acute included angle relative to a radius of the impeller extending generally to the leading face at its base such that, along the leading face of a vane, the tip of the vane is circumferentially spaced from and behind the base relative to the direction of rotation of the impeller, at least a portion of the leading face of each vane between the base and the tip of the vane is disposed circumferentially spaced from and behind the tip at its leading face relative to the direction of rotation of the impeller, and at least a portion of the leading face of each vane disposed between the axially opposed edges of the leading face is circumferentially spaced from and behind the axially opposed edges of the leading face relative to the direction of rotation of the impeller to provide generally cup-shaped vanes whereby, the electric motor drives the rotor for rotation which in turn drives the impeller for rotation to draw fuel into the inlet, increase the pressure of the fuel in the fuel pumping channel and then discharge the fuel under pressure through the outlet.
2. The impeller of claim 1 wherein an angle θ is defined between said plane and a line interconnecting said point on an axial edge of the leading face at the base of the vane and a point on said axial edge of the leading face at the tip of that vane, said angle θ being between about 10° to 20°.
3. The impeller of claim 1 wherein the leading face of each vane has a generally arcuate shape along its radial extent.
4. The impeller of claim 1 wherein each vane also has an axially and radially extending outer end portion including the tip and inclined relative to an immediately adjacent radially inward portion of the vane to lead the immediately adjacent radially inward portion of the vane in the direction of rotation of the impeller.
5. The impeller of claim 4 wherein the outer end portion is inclined at an acute included angle of about 0° to 35° relative to a radius of the impeller body extending to the leading face of the tip of that vane.
6. The impeller of claim 1 wherein along at least the leading face, each vane is generally arcuate along its axial extent.
7. The impeller of claim 1 wherein each vane has an axially extending trailing face defined by two generally planar segments which define an included angle of less than 180°.
9. The fuel pump of claim 8 wherein an angle θ is defined between a radius of the impeller body extending to a point on an edge of the leading face at the base of a vane and a line interconnecting said point and a point on said edge of the leading face at the tip of that vane, said angle θ being between about 10° to 20°.
10. The fuel pump of claim 8 wherein the leading face of each vane has a generally arcuate shape along its radial extent.
11. The fuel pump of claim 8 wherein the leading face of each vane has a generally arcuate shape along its axial extent.
12. The impeller of claim 4 wherein the outer end portion is inclined at an acute included angle of about 10° to 30° relative to a radius of the impeller body extending to the leading face of the tip of that vane.

This invention relates generally to a fuel pump and more particularly to a regenerative or turbine type fuel pump.

Electric motor fuel pumps have been widely used to supply the fuel demand for an operating engine such as in automotive applications. These pumps may be mounted directly within a fuel supply tank with an inlet for drawing liquid fuel from the surrounding tank and an outlet for delivering fuel under pressure to the engine. The electric motor includes a rotor mounted for rotation within a stator in a housing and connected to a source of electrical power for driving the rotor about its axis of rotation. In the pump, an impeller is coupled to the rotor for corotation with the rotor and has a circumferential array of vanes about the periphery of the impeller. One example of a turbine fuel pump of this type is illustrated in U.S. Pat. No. 5,257,916.

Previous fuel pump impellers have vanes which are generally flat, straight and radially outwardly extending. Other impeller vanes have been flat, straight and canted relative to a radius of the impeller. With this general configuration, previous fuel pumps have had an overall efficiency of approximately 20% to 35% and when combined with an electric motor having a 45% to 50% efficiency, the overall efficiency of such electric motor turbine-type fuel pumps is between about 10% to 16%. Thus, there is the continuing need to improve the design and construction of such fuel pumps to increase their efficiency.

An electric motor turbine-type fuel pump having an impeller with a plurality of circumferentially spaced vanes disposed about the periphery of the impeller with each vane being inclined relative to a plane defined by the axis of rotation of the impeller and a radius of the impeller extending to a leading face of that vane with the leading face of each vane having a generally concave or cup shape. The vanes have a base connected to a main body of the impeller and a free end or tip opposite the base. Preferably, the vanes are inclined such that the tip trails the base as the impeller rotates and are generally arcuate along both their axial and radial extent. This orientation of the vane and the concave or cup shape of each vane improves the circulation of the fuel about the periphery of the impeller to improve the efficiency of the fuel pump. More specifically, the inclined or canting of the vanes is believed to improve the flow of fuel into a pocket defined between adjacent vanes and the concave or cup shape of the vanes is believed to help direct the fuel discharged from the pocket forward relative to the rotation of the impeller.

Objects, features and advantages of this invention include providing an improved impeller for a turbine-type fuel pump which improves the efficiency of the fuel pump, improves the circulation of fuel through a pumping channel defined about the periphery of the impeller, can be used with existing fuel pump designs, has improved hot fuel handling performance, is rugged, durable, of relatively simple design and economical manufacture and assembly and has a long useful life in service.

These and other objects, features and advantages of this invention will be apparent from the following detailed description of the preferred embodiments and best mode, appended claims and accompanying drawings in which:

FIG. 1 is a side view with portions broken away and in section of an electric motor turbine-type fuel pump having an impeller embodying the present invention;

FIG. 2 is a fragmentary sectional view of the encircled portion 2 of the fuel pump of FIG. 1;

FIG. 3 is a perspective view of the impeller of FIG. 1;

FIG. 4 is a plan view of the impeller;

FIG. 5 is an end view of the impeller;

FIG. 6 is a fragmentary end view of the encircled portion 6 of FIG. 5;

FIG. 7 is a fragmentary view of the encircled portion 7 of FIG. 3; and

FIG. 8 is a sectional view taken along line 8--8 of FIG. 4.

Referring in more detail to the drawings, FIGS. 1 and 2 illustrate an electric motor turbine-type fuel pump 10 having a circular impeller 12 embodying the present invention with a circumferential array of vanes 14 each generally canted or inclined at an acute included angle relative to a radius of the impeller 12 and having a generally concave or cup-shaped leading face 16. The fuel pump 10 has a housing 18 formed by a cylindrical case 20 that joins axially spaced inlet 22 and outlet 24 end caps. The impeller is driven by an electric motor 25 having a rotor 26 journalled by a shaft 28 for rotation within a surrounding permanent magnet stator 29 both received in the housing 18. The rotor 26 is coupled to the impeller 12 which is disposed between the inlet end cap 22 and an upper pump body 30 and within a ring 32 encircling the impeller. The impeller 12 is coupled to the shaft 28 by a wire clip 34 for corotation with the shaft 28. An arcuate pumping channel 36 is defined about the periphery of the impeller 12 by the inlet end cap 22, upper pump body 30 and the ring 32. The pumping channel 36 has an inlet port 38 into which fuel is drawn and an outlet port 40 through which fuel is discharged into the housing 18 under pressure. With the exception of the impeller 12, the fuel pump 10 is preferably constructed as disclosed in U.S. Pat. No. 5,586,858, the disclosure of which is incorporated herein by reference in its entirety.

The inlet end cap 22 has a flat upper face 42 and an arcuate groove 44 formed therein which defines in part the pumping channel 36. An inlet passage 46 through the inlet end cap 22 communicates with the inlet port 38 of the pumping channel 36. A central blind bore 48 provides clearance for the shaft 28 and clip 34.

The upper pump body 30 has a flat lower face 50 adjacent the impeller 12 and an arcuate groove 52 formed therein defining in part the pumping channel 36. An outlet passage 54 through the body communicates the outlet port 40 of the pumping channel 36 with the interior of the housing 18. A central through bore 56 receives the shaft 28 and a counterbore 58 provides clearance for the clip 34 which may extend through holes 59 in the impeller 12. The holes 59 also equalize the pressure across the impeller within the bore 48 and counterbore 58.

The ring 32 is clamped between the inlet end cap 22 and the upper pump body 30. The ring 32 has a centrally disposed and radially inwardly extending rib 62 spanning a substantial arcuate extent of the impeller 12 between the inlet and outlet of the channel.

As best shown in FIGS. 3-7, the impeller 12 has a disc body 63 with a central hole 64 through which the shaft 20 is received, a circumferential array of angularly spaced and generally radially and axially extending vanes 14 and a radially extending rib 66 centered between opposed axial faces 68, 70 of the impeller 12 and spaced radially inwardly from the radially outermost portion of the vanes 14. In the preferred embodiment of the invention the impeller vanes 14 are so-called open pocket vanes in which a single pocket 72 defined between adjacent vanes 14 communicates with the channel 36 and both grooves 44, 52 of the inlet end cap 22 and the upper pump body 30, respectively. However, so-called closed vane constructions in which the rib 64 of the ring 32 extends radially to the periphery of the impeller and bisects the pocket 72 into two separate pockets may also be employed.

Each vane 14 has an axially extending leading or front face 16, a trailing face 73, a base portion 74 operably connected to and preferably integral with the impeller 63 and a free end or tip 76 extending into the pumping channel 36. The vanes 14 do not extend from the body 63 in a straight radial direction. Rather, the vanes 14 are preferably inclined at an acute included angle relative to a plane 65 (FIG. 3) defined by the axis of rotation 89 of the impeller 12 and a radius 82 of the impeller 12 extending to a point 81 on an axial edge 85 of the leading face at the base 74 of the vane 14 such that, along at least the leading face 16, the tip 76 trails or lags behind the base 74 of its vane 14 as the impeller 12 rotates. In other words, along the leading face 16 of each vane 14, the tip 76 is located circumferentially spaced from and behind the base 74 of the vane 14 relative to the direction of rotation of the impeller 12, which is clockwise as viewed in FIG. 4 as indicated by arrow 75. Nominally, in one embodiment having vanes about 1.25 mm in length, the tip trails the base by about 0.2 mm. As shown in FIGS. 4 and 7, an angle θ at which a vane 14 is inclined is measured between: 1) a line 80 connecting a point 81 on the leading face at the base 74 and a point 98 on the leading face at the tip 76; and 2) a radius 82 of the impeller 12 extending through point 81 on the leading face at the base 74 of that vane 14. Preferably, the vanes 14 are each inclined at an angle θ of approximately 10° to 20°.

To direct the fuel discharged from a pocket 72 forward (in the direction of rotation) in the pumping channel 36 towards the outlet port 40, the base 74 and the tip 76 of each vane 14 lead or are located circumferentially forward of a mid-portion of the vane 14 disposed radially between the base 74 and the tip 76. Thus, as shown in FIGS. 4 and 7, a portion 67 of the vane 14 generally radially outboard of the base 74 is inclined circumferentially away from the plane 65 and trails the base 74 as the impeller rotates. An inclined radially outer portion 79 of the vane 14 which includes the tip 76 and extends from the portion 67 is inclined or curved towards the plane 65 but trails the plane 65 as the impeller rotates. Preferably, the vanes are generally arcuate along their generally radial extent although portions 67 and 79 may be generally planar or of some other shape. The inclined radially outer portion 79 defines a so-called exit angle α at which fuel is directed from the vane 14. As shown in FIGS. 4 and 7, the exit angle α of the vane 14 is defined between a radius 77 of the impeller 12 extending to the point 98 on the tip 76 at its leading face 16 and a line 78 extending from the leading face 16 of the tip 76 generally parallel to the axial edge of the angled radially outer portion 79. The exit angle α is desirably between about 0° and 35° and preferably, between about 10° and 30°.

In the preferred embodiment, as shown in FIGS. 3, 5 and 6, each vane 14 is also generally curved or arcuate along its axial extent. Thus, at least along the leading face 16 of each vane 14, the axial edges 85 and 87 lead at least a mid-portion of the vane 14 disposed between the axial edges 85 and 87 relative to the direction of rotation of the impeller 12. Nominally, a point 90 on the vane 14 generally midway between its axial edges 85 and 87 is circumferentially spaced from and trails its axial edges 85,87 relative to the direction of rotation of the impeller 12. As shown in FIG. 6, an angle β is defined between a line 92 interconnecting two points 98,100 on opposed edges 85,87 of a vane and a line 94 interconnecting the point 90 and the point 98 on edge 87 (with all three points, 98,90,100 being the same radial distance from the axis 89 of rotation of the impeller 12). An angle γ is defined between the line 92 and a line 96 interconnecting the point 90 and the point 100 on edge 85. Preferably, angles β and γ are equal such that a line parallel to the axis of rotation of the impeller 12 (such as line 92) may be drawn which intersects both of the points 98 and 100. Desirably, the angles β and γ are between about -5° and 10° and, preferably, between about 0° and 5°.

Thus, each vane 14 of the impeller 12 is: 1) generally inclined such that its tip 76 trails its base 74 as the impeller rotates (as generally indicated by angle θ); 2) non-planar and preferably generally arcuate along the radial extent of at least the leading face 76, as defined by portions 67 and 79 of the vane; and 3) non-planar and preferably generally arcuate along the axial extent of at least the leading face 16 (as generally indicated by angles β and γ). Preferably, the trailing face 73 of each vane 14 is generally complimentary shaped to the leading face 16, although, for ease of molding or other considerations, slight variances may be desirable between the leading face 16 and trailing face 73, such as the trailing face being in two planar segments 102 and 104 (FIG. 6) and defining an included angle of less than 180°.

In operation, as the rotor 26 drives the impeller 12 for rotation within the pumping channel 36, liquid fuel is drawn into the inlet port 38 of the pumping channel 36 whereupon it is moved around the pumping channel 36 and is discharged under pressure through the outlet port 40. The pressure of the fuel is increased which is believed to be due to a vortex-like pumping action imparted to the liquid fuel by the impeller 12. The liquid fuel enters the pockets 72 between adjacent vanes 14 of the impeller 12 both axially, such as from the grooves 44, 52 formed in both the inlet end cap 22 and the upper pump body 30, and radially, from between the impeller 12 and the ring 32. Canting or inclining the vanes 14 at an angle θ relative to a radius of the impeller 12 such that their tips 76 trail their associated bases 74 is believed to increase the volume of fuel captured within a pocket 72 as the impeller 12 rotates to increase the efficiency of the fuel pumping mechanism. Also, the canting or inclining of the vanes 14 at an angle θ such that the tip 76 of each vane 14 trails its base 74 tends to move the liquid fuel within a pocket 72 radially outwardly which improves the circulation of the liquid fuel through the pumping channel 36 to increase the fuel flow rate delivered from the fuel pump 10. Further, the non-planar and preferably generally arcuate shape of the vanes 14 along both the generally radial and axial extents of the vanes 14 provides a cup-shaped or generally concave vane to direct the liquid fuel discharged from a pocket 72 forward relative to the rotation of the impeller 12 so that the fluid leaves the pocket 72 at an increased speed in the direction of rotation of the impeller 12.

With this improved impeller 12 construction, the overall efficiency and hot fuel handling capability of the fuel pump 10 is increased. Empirical data and analysis has shown an improvement in overall efficiency of the fuel pump 10 by about 10% to 15% and of the electric motor and pump combination of 10% to 15%.

Talaski, Edward J.

Patent Priority Assignee Title
10519957, Oct 14 2013 Vitesco Technologies GMBH Pump
6227819, Mar 17 2000 WILMINGTON TRUST LONDON LIMITED Fuel pumping assembly
6299406, Mar 13 2000 Ford Global Technologies, LLC High efficiency and low noise fuel pump impeller
6402460, Aug 01 2000 Delphi Technologies, Inc. Abrasion wear resistant fuel pump
6425733, Sep 11 2000 WILMINGTON TRUST LONDON LIMITED Turbine fuel pump
6533538, Dec 07 2000 Delphi Technologies, Inc. Impeller for fuel pump
6641361, Dec 12 2001 Ford Global Technologies, LLC Fuel pump impeller for high flow applications
6688844, Oct 29 2001 Ford Global Technologies, LLC Automotive fuel pump impeller
6709243, Oct 25 2000 Capstone Turbine Corporation Rotary machine with reduced axial thrust loads
6843640, Feb 01 2000 PYROTEK, INC Pump for molten materials with suspended solids
6846155, Dec 25 2001 Aisan Kogyo Kabushiki Kaisha Fuel pump
6932562, Jun 18 2002 WILMINGTON TRUST LONDON LIMITED Single stage, dual channel turbine fuel pump
6984099, May 06 2003 Ford Global Technologies, LLC Fuel pump impeller
7037066, Jun 18 2002 WILMINGTON TRUST LONDON LIMITED Turbine fuel pump impeller
7040860, Mar 13 2003 UNITED PET GROUP, INC Uni-directional impeller, and impeller and rotor assembly
7278824, Feb 01 2000 PYROTEK, INC Pump for molten materials with suspended solids
7416381, Apr 13 2004 COAVIS Impeller for fuel pumps
7442015, Oct 31 2003 Denso Corporation Fuel feed apparatus with reinforcing structure
7597543, Nov 08 2005 Aisan Kogyo Kabushiki Kaisha Impeller and fluid pump having the same
9200635, Apr 05 2012 Gast Manufacturing, Inc. A Unit of IDEX Corporation; GAST MANUFACTURING, INC , A UNIT OF IDEX CORPORATION Impeller and regenerative blower
9249806, Feb 04 2011 TI GROUP AUTOMOTIVE SYSTEMS, L LC Impeller and fluid pump
9840122, May 20 2013 Electric generator for attachment to a shock absorber
Patent Priority Assignee Title
5011369, Dec 28 1987 Aisan Kogyo Kabushiki Kaisha Regenerative pump
5129796, Feb 19 1991 General Motors Corporation Automotive fuel pump
5209630, Jul 02 1992 General Motors Corporation Pump impeller
5257916, Nov 27 1992 Walbro Corporation Regenerative fuel pump
5273394, Sep 24 1992 General Motors Corporation Turbine pump
5348442, Aug 18 1993 General Motors Corporation Turbine pump
5372475, Aug 10 1990 NIPPONDENSO CO , LTD Fuel pump
5393203, Dec 20 1993 General Motors Corporation Fuel pump for motor vehicle
5407318, Dec 08 1992 Nippondenso Co., Ltd. Regenerative pump and method of manufacturing impeller
5409357, Dec 06 1993 Ford Global Technologies, LLC Impeller for electric automotive fuel pump
5509778, Feb 22 1995 General Motors Corporation Fuel pump for motor vehicle
5513950, Dec 27 1994 Visteon Global Technologies, Inc Automotive fuel pump with regenerative impeller having convexly curved vanes
5527149, Jun 03 1994 BorgWarner Inc Extended range regenerative pump with modified impeller and/or housing
5549446, Aug 30 1995 Ford Global Technologies, LLC In-tank fuel pump for highly viscous fuels
5580213, Dec 13 1995 General Motors Corporation Electric fuel pump for motor vehicle
5586858, Apr 07 1995 WILMINGTON TRUST LONDON LIMITED Regenerative fuel pump
5599163, Oct 13 1994 Lucas Industries PLC Regenerative pump having movable walls adjacent opposing faces of the impeller
5607283, Mar 30 1993 Nippondenso Co., Ltd. Westco-type fuel pump having improved impeller
5642981, Aug 01 1994 Aisan Kogyo Kabushiki Kaisha Regenerative pump
5702229, Oct 08 1996 WILMINGTON TRUST LONDON LIMITED Regenerative fuel pump
5716191, Jun 30 1994 Nippondenso Co., Ltd. Westco pump and noise suppression structure
5762469, Oct 16 1996 Ford Global Technologies, LLC Impeller for a regenerative turbine fuel pump
WO9624769,
////////////////////////////
Executed onAssignorAssigneeConveyanceFrameReelDoc
Jan 22 1999TALASKI, EDWARD J Walbro CorporationASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS 0097880285 pdf
Feb 17 1999Walbro Corporation(assignment on the face of the patent)
Nov 05 2003WALBRO CORPORATION OF DELAWARETI GROUP AUTOMOTIVE SYSTEMS, L L C OF DELAWAREASSIGNMENT OF ASSIGNORS INTEREST SEE DOCUMENT FOR DETAILS 0148450830 pdf
Jun 29 2007TI AUTOMOTIVE, L L C JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0197330933 pdf
Jun 29 2007TI GROUP AUTOMOTIVE SYSTEMS, L L C JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0197330933 pdf
Jun 29 2007HANIL USA, L L C JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0197330933 pdf
Feb 08 2010JP MORGAN CHASE BANK, N A WILMINGTON TRUST LONDON LIMITEDASSIGNMENT OF SECURITY INTEREST0240550633 pdf
Aug 25 2010WILMINGTON TRUST LONDON LIMITED AS SUCCESSOR IN INTEREST TO JP MORGAN CHASE BANK, N A TI GROUP AUTOMOTIVE SYSTEMS, L L C RELEASE AND TERMINATION OF PATENT SECURITY INTEREST0248910671 pdf
Aug 25 2010TI GROUP AUTOMOTIVE SYSTEMS, L L C CITIBANK N A ABL PATENT SECURITY AGREEMENT0248950956 pdf
Aug 25 2010TI GROUP AUTOMOTIVE SYSTEMS, L L C CITIBANK N A TERM PATENT SECURITY AGREEMENT0248960057 pdf
Aug 25 2010WILMINGTON TRUST LONDON LIMITED AS SUCCESSOR IN INTEREST TO JP MORGAN CHASE BANK, N A TI AUTOMOTIVE, L L C RELEASE AND TERMINATION OF PATENT SECURITY INTEREST0248910671 pdf
Aug 25 2010WILMINGTON TRUST LONDON LIMITED AS SUCCESSOR IN INTEREST TO JP MORGAN CHASE BANK, N A HANIL USA, L L C RELEASE AND TERMINATION OF PATENT SECURITY INTEREST0248910671 pdf
Mar 14 2012TI GROUP AUTOMOTIVE SYSTEMS, L L C JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0278640968 pdf
Mar 14 2012TI AUTOMOTIVE LIMITEDJPMORGAN CHASE BANK, N A SECURITY AGREEMENT0278640968 pdf
Mar 14 2012TI AUTOMOTIVE CANADA, INC JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0278640968 pdf
Mar 14 2012TI AUTOMOTIVE, L L C JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0278640968 pdf
Mar 14 2012HANIL USA, L L C JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0278640968 pdf
Mar 14 2012TI GROUP AUTOMOTIVE SYSTEMS S DE R L DE C V JPMORGAN CHASE BANK, N A SECURITY AGREEMENT0278640968 pdf
Mar 14 2012CITIBANK, N A TI GROUP AUTOMOTIVE SYSTEMS, L L C RELEASE BY SECURED PARTY SEE DOCUMENT FOR DETAILS 0278650016 pdf
Jun 30 2015JPMORGAN CHASE BANK, N A , AS ADMINISTRATIVE AGENTTI GROUP AUTOMOTIVE SYSTEMS S DE R L DE C V TERMINATION AND RELEASE0360130775 pdf
Jun 30 2015TI GROUP AUTOMOTIVE SYSTEMS, L L C JPMORGAN CHASE BANK, N A , AS THE COLLATERAL AGENTSECURITY AGREEMENT0360130666 pdf
Jun 30 2015HANIL USA, L L C JPMORGAN CHASE BANK, N A , AS THE COLLATERAL AGENTSECURITY AGREEMENT0360130666 pdf
Jun 30 2015TI AUTOMOTIVE, L L C JPMORGAN CHASE BANK, N A , AS THE COLLATERAL AGENTSECURITY AGREEMENT0360130666 pdf
Jun 30 2015JPMORGAN CHASE BANK, N A , AS ADMINISTRATIVE AGENTTI GROUP AUTOMOTIVE SYSTEMS, L L C TERMINATION AND RELEASE0360130775 pdf
Jun 30 2015JPMORGAN CHASE BANK, N A , AS ADMINISTRATIVE AGENTTI AUTOMOTIVE LIMITEDTERMINATION AND RELEASE0360130775 pdf
Jun 30 2015JPMORGAN CHASE BANK, N A , AS ADMINISTRATIVE AGENTTI AUTOMOTIVE, L L C TERMINATION AND RELEASE0360130775 pdf
Jun 30 2015JPMORGAN CHASE BANK, N A , AS ADMINISTRATIVE AGENTHANIL USA L L C TERMINATION AND RELEASE0360130775 pdf
Jun 30 2015JPMORGAN CHASE BANK, N A , AS ADMINISTRATIVE AGENTTI AUTOMOTIVE CANADA, INC TERMINATION AND RELEASE0360130775 pdf
Date Maintenance Fee Events
Mar 01 2004ASPN: Payor Number Assigned.
Mar 05 2004M1551: Payment of Maintenance Fee, 4th Year, Large Entity.
Mar 05 2008M1552: Payment of Maintenance Fee, 8th Year, Large Entity.
Mar 05 2012M1553: Payment of Maintenance Fee, 12th Year, Large Entity.


Date Maintenance Schedule
Sep 05 20034 years fee payment window open
Mar 05 20046 months grace period start (w surcharge)
Sep 05 2004patent expiry (for year 4)
Sep 05 20062 years to revive unintentionally abandoned end. (for year 4)
Sep 05 20078 years fee payment window open
Mar 05 20086 months grace period start (w surcharge)
Sep 05 2008patent expiry (for year 8)
Sep 05 20102 years to revive unintentionally abandoned end. (for year 8)
Sep 05 201112 years fee payment window open
Mar 05 20126 months grace period start (w surcharge)
Sep 05 2012patent expiry (for year 12)
Sep 05 20142 years to revive unintentionally abandoned end. (for year 12)